Intake and exhaust manifold pressure-responsive control for engine superchargers



Aug. 30, 1949. D. F. WARNER 2,480,621

INTAKE AND EXHAUST MANIFOLD PRESSURE-RESPONSIVE CONTROL FOR ENGINE SUPERCHARGERS Filed Jan. 6, 1940 :s Sheets-Sh eet 1 FigJ.

Inventdr: Do'n'ald F. Warner,

His Attorney.

Aug. 30, 1949. n. F. WARNER INTAKE AND EXHAUST MANIFOLD PRESSURE-RESPONSIVE CONTROL FOR ENGINE SUPERCHARGERS 3 Sheets-Sheet 2 Filed Jan. 6, 1940 Inventor: Donald 'F' Warmer,

Hus Attorn ey.

Aug. 30, 1949. D. F. WARN ER 2,480,621

- INTAKE AND EXHAUST MANIFOLD PRESSURE-RESPQNSIVE CONTROL FOR ENGINE SUPERCHARGERS Filed Jan. 6, 1940 3 Sheets-Sheet 3 pr so 71 Inventor: Donald F Warne b y l-hs. Attorney.

Patented Aug. 30, 1949 OFFICE INT AKE AND EXHAUST MANIFOLD PRES- SURE-RESPONSIVE CONTROL FOR ENGINE SUPERCHARGERS Donald F. Warner, Swampscott, Mass., assignor to General Electric Company, a corporation of New York Application January 6, 1940, Serial No. 312,721

Claims.

1 The present invention relates to control arrangements for superchargers and the like comprising a compressor or blower for supplying air or like medium under pressure to a consumer and a control mechanism for controlling the operation of the compressor in response to changes of certain operating conditions. the invention relates to gas turbine driven superchargers including a compressor furnishing air to a combustion engine and a gas turbine arranged to receive exhaust gases from such engine and drivin the compressor. Difiiculties haVe heretofore been experienced in obtaining stable operation of exhaust gas turbine driven superchargers especially when used on aircraft.

The object of my invention is to provide an improved construction and arrangement for controlling gaS turbine driven superchargers and like power plants whereby accurate quick control and stability of such plants are attained.

A division of this application entitled Control mechanism, Serial No. 452,024, was filed July 23, 1942, and has now issued as a Patent 2,348,768, assigned to the instant assignee.

For a consideration of what I believe to be novel and my invention, attention is directed to the following description and the claims appended thereto in connection with the accompanying drawing.

In the drawing Fig. 1 illustrates a diagrammatic view of an aircraft power plant embodying my invention; Fig. 2 illustrates a perspective view of a control mechanism in accordance with my invention; Fig. 3 is a plane front view, partly broken away, of Fig. 2; Fig. 4 is an enlarged detail view of a part of Fig. 2; Fig. 5 is a section along line 5-5 of Fig. 4; and Fig. 6 illustrates a modification of my invention.

The arrangement as shown in Fig. 1 comprises an internal combustion engine It as may be used for propelling an aircraft. The engine It has an inlet manifold M for conducting a mixture of fuel and air to its cylinders and an exhaust manifold |2 through which combustion gases are discharged from the cylinders. The inlet manifold M is connected to a carburettor i3 in which fuel and air are mixed and discharged to the inlet manifold M Air is supplied to the carburettor l3 from a blower, in the present instance shown asv a centrifugal type compressor I4 with an inlet conduit I'5 receiving air from the atmosphere and a discharge conduit H; for dischargin the compressed air to the carburettor I3. The compressor I4 is driven in known manner by a gas turbine I! having a bucket wheel l8 supported More specifically 2 on an overhung shaft (not shown) of the compressor l4 and receiving operating gas from a nozzle box 9 having an inlet connected by a conduit 20 to the exhaust manifold l2. The operation of the turbine is controlled by a valve 2| in a waste gate or conduit 22 for discharging gases from the nozzle box l9 to the atmosphere.

During operation, combustion gases of the en gine Ill are conducted by the conduit 20 to the nozzle box 9 from which a part of these gases is discharged through the waste gate 22 while any other part is passed through nozzles, not shown, of the nozzle box towards the turbine wheel |8 to effect rotation of the latter. Under fixed conditions, a certain position of the waste gate valve 2| will effect a certain pressure in the discharge conduit it of the compressor M. This pressure may be raised by closing the valve 2| thereby increasing the flow of gases through the bucket wheel and increasing the speed of the gas turbine and the compressor. Vice versa the pressure in the conduit 6 may be reduced by opening the valve 2| to decrease the speed of the turbine and the compressor. In general it is desirable to maintain under certain load conditions a fixed pressure in the inlet to the carburettor, irrespective of changes in barometric pressure, and it is desirable to change the pressure in the conduit 6 in response to load changes on the engine I0. Such change of the position of the valve 2| may be accomplished by a governing mechanism including a device responsive to pressure changes in the conduit Hi. If such governing mechanism is one which upon a change in pressure in the conduit l6 causes continuous movement of the waste gate valve 2| until the desired pressure in the conduit I6 is reestablished, it will result in instability of the arrangement. This instability is due to a combination of factors; such a power plant is complex and its equilibrium may be affected by a disturbance in one or more of the factors in the cycle which are the uniformity or unevenness in flow of air to and through the inlet conduit l5 of the compressor, changes in turbine speed, uneven delivery of air to the carburettor, uneven airflow and pressure or quality of gas mixture to the engine cylinders and uneven valving or firing in the cylinders. Such power plants today are usually equipped with speed governors to maintain substantially constant speed by changin the propeller pitch. Any one or more of the various governing devices on the engine may at times become the source of disturbance, if they introduce changes not in accord with the change from turbine nozzle box, which condition would call for correction by a changein position of the waste gate.

Briefly, it is the function of the illustrated mechanism to measure conditions at two points, first, the condition at the carburettor or engine inlet, which the pilot or operator would desire to be constant during constant engine power conditions, and second, the condition at the turbine nozzle box. These points are spread widely apart in the cycle or events and a change of condition at one point gradually causes a change of condition at the other point.

My invention may be carried out mechanism which includes a primary control mechanism or regulator 23 and a secondary control mechanism or regulator 24. The mechanism illustrated is' such that for a given altitude and engine power demand the primary regulator 23 which is connected to the carburettor inlet functions to establish a certain pressure setting for the secondary regulator 24. The secondary regulator has its pressure sensitive elements connected tofthe region of pressure within the nozzle box and acts to maintain the set pressure by moving the waste gate valve 2| in a direction toward opening if the pressure in the nozzle box is too high and by moving the valve 2i in a direction toward closing if the nozzle box pressure is too low. The arrangement of these two regulators causes the primary or carburettor pressure regulator 23 to call for a higher absolute pressure setting on the seconday or nozzle box pressure regulator. 24 if the carburettor absolute pressure is below the equilibrium or set value, and the primary regulator 23 calls for a lower pressure setting on the secondary regulator if the carburettor pressure should increase above the equilibrium or set' value. Should a change in the state of the hot gases leaving the engine occur, perhaps as a result of uneven firing, the secondary regulator would act independently of the primary regulators action to preserve the pressure at the nozzle box constant. This system therefore minimixes the eflects of conditions which would, otherwise, introduce instability into this complex power cycle. This is so, because its basic regulator is the nozzle box pressure regulator, and this has a simple and direct function to perform, and is not complicated by the reflected action of errors in the rest of the system. In other words this regulator is a simple back pressure" regulator, and no time lags are involved between the feeling and the reaction except that due to capacity in the nozzle box which is negligible. This stable regulator, as used. has its pressure setting determined by the primary, or carburettor absolute pressure regulator, as noted before.

The primary control mechanism comprises a hydraulic motor 25 with a piston 26 secured to the end of a stem 21 and a control member or pilot valve 28 with valve heads 23 and 36 controlling the supply and discharge of operating fluid under pressure through channels 3| and 32 respectively. The valve heads 29 and 36 are secured to a stem 33. Operating fluid under pressure is supplied to the pilot valve by a supply conduit 35. During operation, upward movement of the pilot valve heads causes flow of fluid under pressure to the upper portion of the cylinder 25 by a governing also serves as a control lever.

right-hand end is connected to one arm oi! a from the lower portion of the cylinder 25 through the conduit 3| whereby the piston 26 is moved downward until the pilot valve heads are restored to their original positions in which they are alined with the ports connected to the conduits or channels 31, 32. The restoring action of thepilot valve is accomplished in known manner in response to movement of the hydraulic motor piston 26 by means of a restoring lever 36 which has an intermediate point connected by. a link 31 to the right-hand end of a floating lever 38. The latter has an intermediate point connected to the pilot valve stem 33. The left-hand end of the lever 36 is connected by a. link 39 to a lug 40 fastened to the stem 21. With this arrangement downward movement of the pilot valve causes upward movement of the hydraulic motor piston 26 and its stem 21. The follow-up lever 36 is turned upward about its right-hand end. This causes upward movement of the lever 38 about its left-hand end whereby the original position of the pilot valve heads is restored.

The lever 36 in addition to its restoring function To this end its bell-crank lever 4! held on a fulcrum 42 and having another arm pivotally connected to a link or control member 43. The link 43 may be moved by an operator or pilot to change the load output of the engine.

The left-hand end of the floating lever 36 is connected to a device responsive to changes of a condition to be controlled, in the present instance the absolute pressure in the conduit Hi. This device comprises a hermetically sealed, evacuated bellows 44 held at its lower end on a support 45 and mechanically connected at its upper end to a stem or pin 45. The latter is also connected to the lower end of a bellows 41 having an upper end held on a fixed support 48. The bellows 41 communicates through a pipe 49 with the conduit l6 and thereby moves during operation in response to pressure changes in the conduit I6. The range of pressure over which the primary mechanism or regulator will control may be varied by an adjustable'tension spring 56 disposed within the bellows and connected between an extension of the aforementioned stem 46 and an adjustable bolt and nut 5|. The stem 46 has an arm or lug 52 pivotally connected to the left-hand end of the lever 38.

The upper end of the piston stem 21 is connected to one arm of a bell-crank 53 held on a fulcrum 54 and having another arm pivotally connected to a link 55.

During operation an increase in pressure in the conduit l6 causes expansion of the bellows 41 whereby its lower end is moved downward and causes downward movement of the pilot valve 28. The hydraulic motor piston 26 is forced upward and causes counterclockwise turning movement of the bell-crank lever 53 and movement of the link 55 to the left. Movement of the link 55 is transmitted through the secondary control mechanism to the waste gate valve 2|, effecting opening of the latter (aswill be more fully explained hereinafter) to reduce the power output of the gas turbine and consequently also to reduce the discharge pressure of the compressor l4.

The secondary control mechanism is identical with the primary control mechanism and is connected to the latter by'the link 55 and the bellcrank 53. The elements of the secondary control mechanism are'deslgnated with the referthrough the conduit 32 and discharge of fluid ence characters of the corresponding elements of the primary control mechanism except that they are primed. Thus the secondary mechanism includes a hydraulic motor 25' corresponding to the hydraulic moto 25 of the primary mechanism. v

While the bellows 41 of the primary mechanism communicates by a pipe 49 with the conduit it, the corresponding bellows M of the secondary mechanism communicates by a pipe 56 with the inlet conduit of the nozzle box is. The piston stem 21 of the secondary mechanism is connected by a link 6? to an arm 58 orthe waste gate valve 25. v 4

As stated above, an increase in pressure in the conduit it causes through the primary mechanism movement of the link 55 towards the left. The operation of the secondary mechanism in response to such movement is as follows: The link 55 causes counterclockwise turning movement of the bell-crank lever 6 i about its fulcrum @2', thus moving the lever 36' downward about its left-hand end and efiecting downward movement of the link 37' and the lever 38' about its left-hand end. This causes downward movement of the pilot valve stem 33, resulting in the supply of fluid under pressure to the lower portion of the hydraulic motor 25' and discharge of fluid irom the upper portion thereof. This efiects upward movement of the piston 26 and the stem 27', thereby causing upward movement of the link 57 and opening of the valve 2!, resulting in decreased turbine speed and a drop in pressure in the conduit it. Upward movement of the hydraulic motor stem 21' causes turning movement of the lever 36' about its right-hand end whereby the lever 38' is moved upward and the valve stem 33' with its valve heads 28' and 30' is restored to its original or neutral position.

A decrease in pressure in the conduit It causes collapsing of the bellows 61 whereby the lug 52 is moved upward, causing similar upward movement of the pilot .valve stem 33 to permit supply of fluid under pressure to-the upper part of the hydraulic motor 25 and discharge of fluid from the lower part thereof. This in turn efiects downward movement of the piston 2'6 and movement of the link 55 to the right. The bell-crank lever M" then is turned in clockwise direction. and through its connection to the link 37' and the lever 38' causes upward movement of the pilot valve stem 33', thus efiecting supply of fluid under pressure to the upper part of the hydraulic motor 25' and discharge of fluid from the lower part thereof, resulting in downward, movement of the stem 2? and the link 51 and closing of the waste gate valve 2i. As the waste gate valve 2! is moved towards cl sing position the pressure in the nozzle box it increases. This increase in pressure is transmitted through the pipe 56 to the bellows All whereby the latter is expanded downward and effects downward movement of the left-hand end of the lever 38'. In other words, continuous upward movement of the righthand end of the lever 38' called for by the primary mechanism due to a decreasing pressure in the conduit i6 is at least partly compensated by upward movement of the left-hand end of the lever 38' as the pressure in the nozzle box increases. Thus positioning of the valve 2! due to drop in pressune in the conduit I6 is not continued until the desired pressure in the conduit It has been reestablished, but movement of the valve 2! is discontinued-or at least slowed down as the pressure in the nozzle box l9 increases. This prevents over-regulation and hunting and renders the mechanism and the operation of the power plant as a whole stable.

The operation of the various elements due to an increase in pressure in the conduit I6 is the same as due to a decrease in pressure in said conduit except that movement of the various elements takes place in opposite direction.

The pressure-responsive bellows 37 and it do not efiect changes in control action in response to changes of atmospheric pressure due to changes in altitude because these bellows are compensated for altitude changes by the evacuated bellows M and M respectively.

Thus, with my invention I have accomplished the provision of a gas turbine driven supercharger arrangement including a governing mechanism for controlling the pressure in the discharge of the compressor. The governing mechanism is responsive to the sure of the compressor and to the inlet pressure of the nozzle box 89 of the elastic fluid or gas turbine. For a steady condition at a given altitude a constant nozzle box pressure predetermines a constant carburettor inlet pressure. Considering the maintaining of a predetermined inlet pressure of the consumer of primary importance, the governing mechanism includes a primary mechanism responsive to said pressure for positioning a turbine valve 2i and a secondary mechanism responsive to the turbine inlet pressure for compensating or retarding movement called for by the primarymechanism. Generally a turbosupercharger arrangement according to my invention mechanism which includes a first device responsive to changes of an operating condition affecting the load output of the turbine or motor and a second device which is interconnected with and counteracts the first device in response to changes of the discharge pressure of the compressor.

In certain installations the prime object may be to maintain a certain turbine inlet pressure. In that case my invention may be explained as including a mechanism for controlling a turbine valve in response to turbine inlet pressure and another mechanism functioning on inlet pressure to the consumer to determine a pressure adjustment for the first mechanism such as to fix the selected pressure of fluid to the consumer. The turbine control valve in the present example is a waste gate valve for controlling the discharge to atmosphere of fluid from the nozzle box of a single stage gas turbine. Broadly, such valve controls the load output of the turbine and it is immaterial whether such valve controls the discharge of fluid from the inlet nozzle box or chest or the discharge from or supply of fluid to any stage of a turbine.

As pointed out above, the primary and secondary mechanisms are alike. Figs. 2 to 5 show the mechanical design of one of the mechanisms. The various elements in these figures are designated with the reference characters of similar elements of the primary mechanism 23 in Fig. 1. As best shown in Fig. 2, the mechanism forms a compact structure with the various elements supported on and partly formed by and inclosed in a casing 60. The casing 60 has a detachable bottom 60a and a detachable side plate 602) and is machined to form the bore of the hydraulic cylinder 25 closed at its lower end by a plug 6|. The pilot valve 28 includes a sleeve 62 inserted in a bore 53 of the casing 50. The conduit 3| between the hydraulic motor 25 and the pilot valve 28 is formed by a horizontal bore in the casing and the discharge presis provided with a control valve and by an upper assess:

conduit 32 is formed by a vertical bore 64 connected byca lower horizontal bore 65 to the pilot horizontal bore 86 to the hydraulic cylinder. Fluid is supplied to the pilot valve by the conduit 35 connected to a channel 61 in the casing 68 and ports 68 in the sleeve 62. During operation fluid from the hydraulic motor 25 is discharged in response to movement of the pilot valve heads in upward direction from the open lower end rectly into the interior of the casing 68. Upon downward movement of the pilot valve heads, fluid is discharged form the hydraulic cylinder 25 through a port 69 formed in the sleeve and the casing.

The upper end ofthe pilot valve stem is con nected to the lever 38 by a pivot 18 (Fig. 3). In order to reduce or eliminate play between the pivot 18 and the pilot valve stem 33 an abutment 1| formed on an upper portion of the stem 33 is biased upward by a spring 12 between the abutment and the upper [face of the sleeve 52.

The evacuated bellows 44 has a lower end plate 13 dished inward and with a central portion connected to a small tube 14 through which the bellows is evacuated after assembly, the tube 14 being subsequently sealed. An upper end plate 15 of the bellows has a central projection 18 projecting into proximity of the dished-in portion of the lower plate 13. The projection 16 with said dished-in portion limits collapsing movement of the evacuated bellows. The upper bellows 81 has a lower end plate 11 which is secured to the upper end plate 15 of the evacuated bellows by means of tion securely held between the plates 15 and 11 and another upward bent portion connected to the left-hand end of the floating lever 38 by a link 18. The upper end of the bellows 41 is securely held on the casing 68 by a flanged ring 19 and a plurality of screws 80. Collapsing movement of the bellows 41 is limited by a flanged cylinder 8| located inside the bellows 41 with its lower portion extending to the proximity of the plate 11 and its upper flanged portion held between the ring 19 and the casing 68. The pipe 49 is connected into an opening of the casing communicating with the bellows 41. The spring 58 is held at its lower end on the pin 46 and at its upper end on the bolt which passes through a nut 82 and a lock nut 83. Loosening of the lock nut 83 permits adjustment of the bolt or screwthreaded rod 5|. The left-hand .portion of the casing in Fig. 2 is connected to a drain conduit 84 through which operating fluid discharged from 55 the hydraulic motor and the pilot valve is drained from the casing.

the pin 45. The lug 52 has a porof the pilot valve sleeve 62 di- 1o The right-hand end of the floating lever 38 is connected to the follow-up and control lever 36.

l is formed by the link 31 pivoted to a point near the right-hand end of the lever 38. The followup movement of the lever 36, that is, the ratio of movement between the motor 25 and the pilot valve 28 is very small. In a particular arrange- 85 ment which has been in operation this ratio is of the order of 1:200. To obtain such a reduction the distance between the connection of the link 31 with the lever 36 and the right-hand end of this lever has to be about /200 of the total length of the lever 36. This is accomplished by my: invention by a link or like connecting element engaging an eccentric on the right-hand end of the lever 36, that is, on the pivotal connection between the lever 36 and the bell crank 4|.

. This connection in the diagrammatic view of Fig.

' The fulcrum 42 for supporting the bell crank 4| is formed by a bracket on the casing 68. One arm of the bell crank 3|, as explained above, is pivotally connected to the operating link 43 and the other arm of the bell crank 4| is pivotally connected to the right-hand end of the lever 38. The pivot connection between the bell crank 4| and the lever 36 is formed by a pivot rigidly secured to the lever 36 and prevented from rotation relative to the lever 36 by a square member 85a (Fig. 5) located in a square opening in the lever 36. The" pivot 85 on one side of the square member 8511 projects loosely through an opening in the bell crank 41. An eccentric 88 is formed on the other side of the square member 85a. The eccentricity, that is, the distance between the centers of the pin 85 and the eccentric 86 is designated with the character 81 (Fig. 4). The eccentric 86 corresponds to the pivot between the link 31 and the lever 38 in Fig. l. The lower central portion of the eccentric 88 engages the upper end of a rod 88 which has a lower, forked portion 89 with prongs on opposite sides of the lever 38 and a pin 98 between the prongs in engagement with the upper surface of the lever 38. The right-hand end of the lever 38 is biased upward into engagement with the pin 98 by a compression spring 9| held on a lug 92 (Fig. 2) formed by the casing 68. The spring 9| maintains engagement between the lever 38, the rod 88 and the eccentric 88.

The rod 88 is guided in a bearing formed by the casing 68. The rod 88 and the stem 21 of the hydraulic motor are the only movable elements passing through openings in the casing, the latter forming a bearing for each of these elements. Leakage of fluid along these bearings past the casing is reduced by packings. The packings for the rod 88 and the piston stem 11 are similar. As shown in Fig. 2 the packing for the rod 88 comprises a ring 93 of flexible fluid-retaining material located in a groove 94 of the casing and biased downward by a flanged ring 95 and a plurality of coiled springs 95 between the flanged ring 95 and a cover plate 91 fastened to the casing by screws 88.

The left-hand end of the lever 36 (Fig. 2) has a forked portion 99 connected by the link 38 to the lug 48 on the hydraulic motor 'stem 21. The forked connections between the various levers and links provide for a rigid construction and reduce undesirable movement of these elements due to play or clearances between them. Also, these forked connections and the bar-shaped lever and link constructions permit these elements to be made of light weight, animportant consideration when used on aircraft.

In certain cases the primary and secondary control mechanisms may be combined into a single unit with the absolute pressure responsive devices connected to operate a single hydraulic motor. Such an arrangement as shown in the modification of Fig. 6 comprises a hydraulic motor |8| controlled by a pilot valve |82 corresponding to the motor 25 and the pilot valve 28 respectively of Fig. 1. The hydraulic motor has a piston stem I83 for positioning a control member or valve "14 corresponding to the valve 2| oiFig. l. The pilot valve I02 has a stem I85 connected to a floating lever. |86. The righthand end of the latter is connected by a link I81 to a follow-up and control lever I88 connected at its left-hand end to the piston stem I83 and at its right-hand end to a bell crank I83 corre- 75 spending to the bell crank 4| of Fig. 1. The lefthand end of the lever I06 is adjustably connected by means including a link I I to an intermediate point of a lever II I. The left-hand end of the lever III is connected to an absolute. pressure responsive device including an evacuated bellows H2 and another bellows II3 to be subject to pressure variations by a pipe I I4. The bellows H2, H3 are arranged in alinement with their opposite ends secured to supports and their adjacent ends pivotally connected to the lever Ill. These bellows correspond to bellows .44, 41' of Fig. 1. The right-hand end of the'lever III is similarly connected to two alined bellows, an evacuated bellows H5 corresponding to bellows 44' of Fig. 1 and a bellows I I6 corresponding'to bellows 41 of Fig. 1 and to be subjected to pressure variations through a pipe Il'l' corresponding to pipe 49 of Fig. 1. The operation of the mechanism is similar to that of Fig. 1 except that both pairs of bellows operate directly on the left-hand end of the lever I06. A drop in pressure in'the pipe Ill corresponding to pipe 49 of Fig. 1 causes collapsing of the bellows II6, whereby the righthand and of the lever III is moved upward about its left-hand end and causes upward movement of the left-hand end of the lever I06 to effect through the action of the hydraulic motor closing of the valve I04. The link H0 is adjustaably connected to the levers I06 and. I II. This adjustable connection permits variation of the relative effects of the two absolute pressure responsive devices. In a system as described above the adjustable connection permits variation of the time lag of the mechanism.

Having described the method of operation of my invention, together with the apparatus which I now consider to represent the best embodiment thereof, I desire to have it understood that the apparatus shown is only illustrative and that the invention may be carried out by other means.

What I claim as new and desire to secure by Letters Patent of the United States is:

1. Power plant comprising a consumer, a compressor having a discharge conduit for supplying air under pressure to the consumena gas turbine for driving the compressor and having an inlet conduit connected to receive gases from the consumer, means for controlling the load output of the elastic fluid turbine including a governing mechanism responsive to pressure changes in both said inlet and discharge conduits, said governing mechanism including a primary mechanism having a device responsive to pressure changes in the discharge conduit and a secondary mechanism responsive to movement of the primary mechanism and to pressure changes in the inlet conduit.

2. Power plant comprising a consumer, a compressor having a discharge conduit for supplying air under pressure to the consumer, a gas turbine for driving the compressor and having an inlet conduit connected to receive gases from the consumer, means for controlling the load output of the turbine including a governing mechanism responsive to pressure changes in both said inlet and discharge conduits, said mechanism including a primary mechanism having a lever for manual operation and a device responsive to for driving the supercharger, a

pic

changes of absolute pressure in the discharge conduit, and a secondary mechanism mechanically connected to the primary mechanism and having a device responsive to changes of absolute pressure in the inlet conduit.

3. The combination of an airplane propelling engine having an intake manifold and an exhaust manifold, a supercharger having air intake means and a discharge conduit connected to supply air under pressure to the intake manifold, an exhaust turbine connected to receive exhaust fluid from the exhaust manifold for driving the supercharger, means for controlling the absolute pressure of exhaust fluid supplied to the turbine, regulating means responsive jointly to variations in intake manifold pressure and in exhaust manifold pressure for controlling the turbine to maintain automatically constant intake manifold pressure regardless of variations in the pressure of intaken air and in the resistance to discharge of exhaust gas arising from changes of altitude, and pilotoperated means to set said regulating means.

4. The-combination of an aircraft propelling engine having an intake manifold and an exhaust manifold, a supercharger for supplying air to the intake manifold, a motor connected to the exhaust manifold to be driven by the exhaust fluid member to vary the exhaust pressure eifective to drive the motor, means to regulate said member automatically in response to changes in exhaust pressure or changes in manifold pressure, or both, to maintain automatically substantially constant intake manifold pressure.

5. Automatic control mechanism for a turbo supercharger driven by the exhaust gas from an internal combustion engine and delivering air to the intake of such engine, comprising means responsive to pressure changes in such air intake, a control for regulating the amount of exhaust gas serving to drive such supercharger, means responsive to changes in exhaust pressure of such engine, motor means automatically and compensably operated in response to operation of said intake pressure responsive means and said exhaust pressure responsive means, and manually operable means to alter the setting of the intake pressure responsive means.

mm 1 WARNER;

nnrnncss crrm The following references are of record in the file of this patent:

UNITED STATES PATENTS 

